What Could Mass Rapid Transit in Christchurch Look Like?

Copenhagen S-Bahn Source
Auckland’s travel speed increased rapidly between 1950 and 1970 due to investment in replacing urban gravel roads with sealed bitumen roads. Growth slowed to a peak in 1990 before congestion caused a decline in speed.
If Auckland had not downzoned and had made timely investments (and interventions like congestion charging) to avoid declining travel speeds then house prices could have been 69% lower

Prices now rise more rapidly because housing supply is slower to respond to demand. We estimate that when demand for housing increases, we now build one-quarter to one-third fewer homes than our grandparents did (Te Waihanga).

From page 294 of the book “Can’t Get There From Here” by History lecturer Dr André Brett
Good urbanism should do two things. 1. Increase natural land rents — which can be taxed or ‘captured’ in some manner to create a virtuous cycle and 2. Reduce extractive land rents — the increase in land values resulting from restrictive planning rules and a lack infrastructure.
“Britain’s sprawling suburbs of low-density housing, often poorly connected to city centres by weak transport links (where a large proportion of population is over 30 minutes from the city centre), were a key reason why British cities are less productive and pleasant places to live than their European equivalents.” — Source
In terms of carbon emissions, Canterbury is one of New Zealand’s most polluting regions. Car ownership and vehicle kilometres per capita are high. Source MoT 2019 data.
Chicago at night. Cities are typically more built-up in the centre and their built environments follow transport provision. In Chicago’s case a strong road grid layout.
Canterbury is New Zealand’s second largest housing construction market after Auckland. It is in these two regions where New Zealand’s land-use is changing the fastest, with up to 7,500 houses being consented per year in Canterbury and over 20,000 in Auckland.
Canterbury and Auckland have the highest rates of building per capita. Both responded strongly to the building stimulus of low interest rates in 2020/21. These facts indicate Canterbury should have a strong land-use response to transit provision.
Source — New Zealand’s bipartisan housing reforms offer a model to other countries.

The overall vision for MRT in Christchurch is to create a high capacity, fast, frequent, and reliable (not affected by traffic congestion) spine for the public transport network that links upzoned, walkable and active mode “15 minute” centres which are also fed by a grid of bus routes and cycleways covering the rest of the city.

Quote from Infrastructure Quarterly — January 2022, New Zealand Infrastructure Commission — “Figure 2 shows a breakdown of expected project spending by year for Canterbury. These projections will always show a drop towards the end of the time frame. However, Christchurch has a particularly steep decline in project activity. This decrease is driven by several large projects finishing up and suggests some capacity in the Canterbury vertical construction market from around 2024/2025.”
Proposed integrated Central Bus and Train Interchange. Colombo St runs north/south on the left. Manchester St runs north/south on the right. Tuam St runs east/west on the bottom
Map (H/T @svdweerden) showing MRT integrated with the requested $108 million upgrade of Greater Christchurch’s five core bus routes to achieve 7.5 min frequencies between 7am and 7pm weekdays. The Yellow bus route from New Brighton to Rolleston has been rerouted to Prebbleton and Lincoln while the Blue bus route from Cashmere to Rangiora has been rerouted to Woodend and Pegasus.
Map (H/T @svdweerden) with a Light Rail line from the Airport to Christchurch Central
City centre section of proposed on-street light rail route with an extension north to Cathedral Square and the north-west corner of Victoria Square.
Interim MRT Report heavy rail map



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